Buffer for railway cars



June 21, 1932. c. J. NASH ET AL BUFFER FOR RAILWAY CARS Filed Aug. 8,1927 2 Sheets-Sheet @W MW 1231 277157 3: C/ZCZF/LQSJM/S/L lieu/L6 T@2410 'Illlll June 21, 1932.

c. J. NASH ET AL BUFFER FOR RAILWAY CARS Filed Aug. 8, 1927 2Sheets-Sheet 2 m 5 E Q T A g 29 6 1 3 Jnm Y 5 V. .1.\ fi flw l h 4% \F JE 3 w 2 o 2 Jam 1 Patented June 21, 1932 UNITED STATES PATENT OFFICEcameras 3'. NASH nn LnwIs r. cAnrInLn, or CHICAGO, ILLINOIS, Assrenonsro UNIVERSAL DRAFT GEAR ATTACHMENT co., or CHICAGO, ILLINOIS, A CORPORA-TION OF ILLINOIS BUFFER FOR RAILWAY CARS Application filed August 8,1927. Serial no. 211,304.

The invention relates to buffer devices for railway cars and the like.

The principal object of the invention is the provision of ashock-absorbing mechanism that is applicable to freight as well aspassenger cars, and that is so constructed and arranged that it isoperated by the coupler mechanism.

Another object of the invention is the prom vision of yielding buffermechanism that of fers a great frictional resistance to its com.-pression, and that is so mounted on the car that it is adapted to beoperated by the coupler horn.

A further object of the invention is the provision of yielding bufiermechanism that offers a great frictional resistance to its compression,and that is so mounted on the car as to cooperate with the frictionaldraft gear =26 usually employed thereon for elliciently ab:

sorbing the buffs incident to the operation of the car.

A still further object of the invention is the provision of buffermechanism for railway '28 cars that is cheap to manufacture, easilyassembled, that has a maximum capacity, and that is not likely to becomebroken or get out of order. j

Other and further objects and advantages so of the invention will appearfrom the following description taken in connection with the accompanyingdrawings, in which:

Fig. 1 is a longitudinal section of a portion of one end of arailwaycar, showing the as coupler striker plate casting and theinvention in position thereon; Fig. 2 is a horizontal of Fig. 1;

Fig. 3 is a vertical section on line 33 of 49 Fig. 1;

Fig. 4 is a vertical section on line 44 of Fig. 2; and

Fig. 5 is a perspective view of the wedging mechanism.

It is the common practice to provide buffer devices on railway cars forrelieving the sudden jolting when the draft gears go solid. Thesedevices are associated with the platform of the car and are, therefore,not adapt- 69 ed for freight cars. in freight cars a shoulsection online 22 der or coupler horn is provided on the coupler head for engaginga striker plate or striker casting mounted on the end of the car, butthere is no resiliency or shock-absorbing function in this latterconstruction.

The present invention seeks to provide a buffer that is not onlyresilient, but that is provided with means for frictionally absorbingthe bufing shocks while the draft gear is going solid. It is soconstructed and so mounted on the car that it cooperates with the draftgear in absorbing the shocks incident to the buffing of the cars.Furthermore, it is associated with the coupler mechanism, andconsequently is applicable to both freight and passenger service.

Referring now to the drawings, in which similar reference characters areused to designate the same parts throughout the specification, thereference numeral designates the draft sills of a railway car 11 the endsill, and

12 the car floor. Since the details of the car may be of any approvedconstruction and constitute no part of the present invention, it is notthought necessary to illustrate or describe the same more in detail.

The striker casting is shown at 14 and comprises-a front verticalportion 15, having an opening 16 therein through which the coupler orcoupler butt 17 extends. The lower marginal edge of the opening 16maybe, and preferably is, provided with a wear plate 18 for supporting saidcoupler in the usual manner. The casting 14 is preferably provided withrearwardly extending side members or plates 19, which are riveted orbolted to the sills, as by the attaching means 22. These side members orplates 19 are provided with flanges 21, which constitute draft lugsagainst which the follower 23 of the conventional draft gear M isadapted to engage.

The draft gear 24 may be ofthe usual or any approved construction. It ispreferably of the friction plate type, the same being pro-- vided withthe friction plates 20, as is common in such constructions. Since anyconventional type of draft gear may be employed, it is not thoughtnecessary to illustrate the details of the gear 24. The usual yoke 25surrounds the gear, and the yoke is connected to the coupler or couplerbutt 17 by means of the draft key 27, which extends through the couplerbutt and through the slots 28 in the yoke and slots 29 in the sidemembers or plates 19 and sills 10, in the usual manner.

The coupler is provided with the usual coupler horn 31, which is adaptedto contact with the buffer device, as will presently appear. Suitablebuffer mechanism is provided for cooperating with said coupler horn 31for assisting in absorbing the shocks due to the buffing action of thecar. In the form of device selected to illustrate one embodiment of theinvention, the striker casting is provided with a casing 32, which maybe cast integral therewith. The casing 32 opens forwardly. Forconvenience of description the term forwardly is used to designatetoward the left in Fig. 1.

Mounted within this housing are suitable friction elements which areadapted to absorb more or less of the buffing shocks. As shown, themechanism is similar to a frictional draft gear, and comprises a groupof two sets of intercalated friction plates 33 and-34, respectively,extending longitudinally of the car and mounted in said casing. Theplates 33 areprovided with lugs 30, 35, at each side thereof, forinterlocking with ribs 36 on the inner surface of said casing. Theplates 34 of the other set are adapted to slide forwardly and backwardlybetween the plates 33, as will presently appear. The rear ends of theplates 34 are adapted to be engaged by a rear follower 37, which mayhave its ends forwardly offset, as at 38 (as shown in Fig. 2). Springs40 are interposed between the bottom or rear wall of the casing and theoffset ends 38 of the follower. The striker plate 39 is so shaped as toconstitute the front follower for said plates.

The front follower 39 is adapted to telescope within the forward portionof the easing 32, and is supported at its ends on the ledges of thecasting 14. It is provided with spaced lugs having vertically alignedopenings 41 therein which are aligned with slots 42. Pins 43, engagingsaid openings and slots, are adapted to hold the parts in assembledrelation and permit the front follower to move inwardly to a limitedextent.

Suitable means are provided for creating lateral pressure on theplateswhen the buffer mechanism is compressed. As shown, a

* wedge shoe 44 is provided at each side of the group of plates. Theinner ends of the shoes may be slightly beveled, as at 45, for engaginga correspondingly beveled surface on the follower 37 Each wedge shoe isprovided with a flat face 46, for engaging the friction plates, and-aninclined face 47 which is adapted to be engaged by the acute wedge face48 of the wedge block 49. Wear compensating wedge blocks 51 areinterposed between the flanges and side walls 52 of the striker plate orfront follower 39 and the inclined faces 53 of the wedge blocks 49.

The blocks or wedge members 44, 49 and 51 are supported in recessesformed by the walls 52, which are extended about the bottom and top ofsaid members. The top and bottom portions of said walls are offsetinwardly, as indicated at 55, 56, in Fig. 1, so that they will telescopewithin that portion of the casing 32 containing the'springs, the outerend of the opening in said casing being enlarged for receiving saidstriker plate, as indicated in Figs. 1, 2 and 3.

In order to increase the frictional resistance of the plates uponcompression of the buffer, one or more of the plates 33, two beingshown, may be wedge-shaped, that is, thicker at theirrear ends, asindicated at 54. By means of this arrangement there is a wedging actionbetween the plates themselves asthe buffer is compressed, which will addmaterially to the capacity of the gear. Furthermore, such an arrangementfacilitates release after compression, as the slightest forward movementof the plates 34 by the springpressed follower 37 will loosen thewedging action of the wedge mechanism.

The parts are so constructed that when the striker plate 39 is at itsoutward limit of travel the forward ends of the friction plates 34 willbe spaced slightly therefrom, Whereby,upon compression of said buffer,there will be an initial wedging action or lateral compression of theplates by the wedging mechanism before the striker plate comes incontact-with the ends of said plates. It is also desirable that theplates be under more or less lateral compression at all times In orderthat these conditions shall obtain it is necessary to provide some meansfor compensating for the wear of the plates and wedges. In the presentinstance this is accomplished by the use of the wear compensating wedgeblocks 51, each of which is provided with an inclined face 58 forengaging the corresponding inclined face 53 on the wedge block 49. Theface 53 of the block 49 is but slightly greater than the angle ofrepose, and, for the purpose of this description. will be termed a flatangle, while the angle of the face 48 of said block will be termed anacute angle, inasmuch as it is arranged at an acute angle tothelongitudinal axis of the buffer.

As a result of this arrangement any wear of the plates will be taken upby a lateral movement of the wedging block 49, with but a very slightforward movement of the wear compensating block 51. In other words. dueto the flatness of the angular face 58 of the block 51, a slight forwardmovement of said block will result in a considerable lateral movement ofthe wedge block 49, which in turnwill press the plates together.

ill

Furthermore, by using the wear compenface 48 may be made very acute tothe axis of the buffer, :therebygreatly increasing the capacity of saidbuffer. This is possible for the reason that uponrelease of the gear theblocki51, which is in contact with rear follower 37, will, upon therelease of the pressure on the follower 39, be forced forwardly by thesprings, and since the face 58 is at an angle but slightly greater thanthe angle of repose the pressure will move the wedge block 49 forwardly,thus releasing the wedging mechanism. The release of the wedgingmechanism is also facilitated by the fact that certain of the plates arewedge-shaped, and a slight movement forwardly of the same will tend torelease the lateral pressure thereon.

In the operation of the device, upon a buffing movement of the car thecoupler butt will engage the draft gear 24 for compressing the same.Upon further movement the coupler horn 31 will come in contact with thestriker plate or forward follower 39, thus forcing the same rearwardly,and through the wedging action of the wedge blocks 49 lateral pressureis set up on the shoes 44. The inward movement of the shoes 44 isresisted by the springs 40. As a result considerable lateral pressure isexerted on the friction plates during the initial movement of thestriker plate 39, and on continued rearward move ment of said strikerplate the same will come in contact with the plates 34 and move themrearwardly against the frictional resistance set up by the wedgingmechanism.

The inward movement of the striker plate 39 is limited by its endscoming in contact with the shoulders 61 on the casing 32, and

also by the transversely extending shoulders.

62 and 63 on the inner surface of the casing 32, which are adapted to beengaged by the intermediate portion of said plate, as will be evidentfrom an inspection of Figs. 1 and 2.

The buffer mechanism is so arranged that when the gear is new it will gosolid slightly before the buffer. It is well known that the coupler,imder continued use, tends to upset slightly, that is, it tends toshorten a little, and by means of this arrangement the buffer will notgo solid before the gear, even after the same have been used aconsiderable length of time. By means of this arrangement the buffer andgear will cooperate to absorb the shocks incident to the buffing actionof the cars.

It is thought from the foregoing, taken in connection with theaccompanying drawings, that the construction and operation of our devicewill be apparent to those skilled in the art, and that various changesin size, shape, proportion and details of construction may be madewithout departing from the spirit and scope of the appended claims.

We claim as our invention .1. In combination, a striker casting forrailway cars, a coupler having its shank extending through said castingand having a coupler horn adjacent to said casting, and a yieldingbuffer device mounted on said casting and adapted to be engaged by saidhorn, said device comprising a group of relatively movable intercalatedfriction plates, a pair of followers for engaging one set of said platesfor moving the same relatively to the other set of said plates, andmeans for resisting the inward movement of said followers.

2. In combination with the coupler and striker casting of a railway car,a shoulder on said coupler, a buffer device rigidly mountedon saidcasting and adapted to be engaged by said shoulder, means including agroup of two sets of relatively movable intercalated friction plates forcreating friction within said device when said shoulder compresses thesame, and resilient means for restoring the parts of said device tonormal position after compression.

3. A buffer device for railway cars comprising a casing, a group of twosets of intercalated plates, one set of said plates being interlocked tosaid casing, a follower within said casing for engaging the inner endsof the plates of the other set, said follower having its ends offsetforwardly, springs between :said offsets and the inner end of saidcasing,

said intercalated plates being located between said offsets, a followercasing, means forming a loose motion connectlon between said casings forlimiting the separation of the same beyond a predetermined extent; andmeans for creating lateral pressure on said plates uponthe compressionof said follower casing.

4:. In a railway car, a coupler, a coupler horn on said coupler, astriker plate adapted to be engaged by said coupler horn, yielding meansfor resisting inward movement of said plate when the same is engaged bysaid coupler horn, said means comprising a group of two sets ofrelatively movable intercalated friction'plates, a pair of followershaving oppositely arranged offset portions adapted to engage the ends ofone set of said plates for moving the same relatively to the other setof said plates, a plurality of wedge members between the ends of saidfollowers, means for resiliently resisting the inward movement of saidfollowers, and means for limiting the outward movement of saidfollowers.

5. In a railway car, a coupler for said car, a buffer for said car, astriker plate constituting a forward follower for said buffer, a rearfollower for said buffer, friction elements between said followers,means for creating lateral pressure on said elements upon compression ofsaid gear, and resilient means for restoring the parts to normalposition after compression.

6. A buffer for railway cars comprising a friction plates upon theinward movementcasing, a follower within said casing, springs of saidstriker plate, sald elements comprisbetween said follower and the innerend of 111g an obtuse wedge.

said casing, a striker plate slidably mounted in the forward end of saidcasing, a group of two sets of intercalated friction plates between saidfollower and striker plate, and means for creating lateral pressure onsaid plates upon the inward movement of said striker plate and forcausing said plates to move relatively to each other.

7. In combination, a striker plate casting, a casing integral with saidcasting, a striker plate slidably mounted relative to said casing,andmeans in said casing for yieldingly resisting the movement of said platetoward said casing, said means comprising a group of two sets ofrelatively movable intercalated friction plates, one set of said platesbeing i anchored to said casing, and the other set of said plates beingmovable relatively thereto, and means for restoring the parts to normalposition after compression.

8. In a railway car, a relatively fixed striker plate casting member, acoupler member extending through said casting member, and a bufferdevice carried by one of said members and adapted to be engaged by theother member, said bufier device comprising a striker plate slidablymounted on said striker plate casting member and having a recess in itsinner side, a follower having a recess on its forward side, a system offriction elements extending into said recesses, a plurality of wedgingmembers at each side of said elements between said plate and follower,springs engaging said striker plate casting member and follower forresisting the inward movement of said follower member, and means forminga loose motion connection between said striker plate and said strikerplate casting member.

tures.

9. A buffer for railway cars comprising a casing, a follower within saidcasing, springs between said follower and the inner end of said casing,a striker plate slidably mounted in the forward end of said casing, agroup of two sets of intercalated friction plates between said followerand striker plate, means for creating lateral pressure on said platesupon the inward movement of said striker plate, said means including anobtuse wedging block for causing lateral movement of the remainingelements of said means to compensate for wear on the moving parts.

10. A buffer for railway cars comprising a buffer casing, a strikerplate slidable in said casing, means for limiting the outward movementof said plate, a follower, a group of relatively movable intercalatedfriction plates between said plate and follower, springs for resistingthe inward movement of said follower, certain of said plates beingwedgeshaped, and cooperating wedge-elements for creating lateralpressure on said group of In testimony whereof we affix our signa-CHARLES J. NASH. LEWIS T. CANFIELD.

